schlichter and a



W. F. SCHLICHTER AND A. KEIM.

AUTOMATIC RAILROAD SAFETY GATE. APPLICATION FILED Now-r0. 19!].

11,313,338. Patented Aug. 19,1919.-

2 SHEETS-SHEET I.

w. F. SCHLICHT ER AND A. KEIM 7 AUTOMATIC RAILROAD SAFETY GATE.

APPLICATION FlLED .NOV- 10; I917.

1,31 3,338, Patented Aug. 19,1919.

2 SHEETS-SHEET 2.

Fla 6 Aria/P445).

UNITED s'rn'rns PATENT curios.

WALTER F. SCHLICHTER, OF PCTTSTOWN, AND ARCHER KEIM, OF SPRING- CITY,

PENNSYLVANIA.

AUTOMATIC RAILROAD SAFETY-GATE.

Specification of Letters Patent.

Patented Aug. 19, 1919.

To all whom "it may concern:

Be it known that we, WALTER F. SoHLroH- Tan and ARCHER KEIM, citizens'of theUnlted States, residing, respectively, at Pottstown, county of Montgomery, and State of Pennsylvania, and Sprin Pennsylvania, have invented a new and useful Improvement in Automatic Railroad Safety-Gates, of which the following is a full, clear, and exact description, reference being. had to the accompanying drawings, which form a part of this specification.

Our invention relates to guard or safety gates'for railroad crossings, and especially to those gates which are automatically operated to lower and raise by the passage of a train upon the track. The object of our invention is to provide mechanism which will operate to lower the gates when an approaching train arrives within a certain distance of the crossing in either direction, to raise the gates again upon the passage of said train a certain distance on the other side of the crossing, and if in the meantime another train should approach said crossing, possibly on another track, to nullify the raising action of the first train and-hold the gates in lowered position until the track is clear within the prescribed distance either way- -Also if the first train has just left the active section of track and the gates have started to rise when the second train arrives thereon, the gates Will start to lower again at once without completing their upward movement.

We accomplish these results of raising, lowering and reversingthe movement of the gates by electrical means consisting of a motor, batteries and switches with mechanical means for operating them, allcontained in the casings of the gate stands andconnected by underground wires with the rails of the tracks which the gates guard.

We also provide means whereby the gate tender may operate the mechanism to raise the gates, if desired, while trains are upon the active section of track.

Bells and light signals may also be operated, in connection with the movement of the gates, by simply cutting into the wiring system. But as these are mere adjuncts City, Chester county,

use in connection with the gates without the display of any further invention.

' The number of gates at a crossing may be two or four, but we will show and describe our invention in connection with a single gate, and it is to be understood that other gates may be separately operated in like manner, or they may be mechanically or otherwise connected with the first gate to act in unison with it.

The mechanism of our invention will be fully understood and appreciated from the following, description of an embodiment of our invention in connection with accompanyin drawings, in which:

igure 1 shows in detail the mechanism within the gate stand casing, mainly in adiagrammatioal way.

Fig. 2 shows an elevation of a gate guarding a crossing.

Fig. 3 is a plan view of same.

Fig. 4: is a perspective view'of the rotatable switch member for reversing the move: ment ofthe gates.

Fig. 5 is a side view thereof.

The gate a is shown of the usual bifurcated form spanning the stand 6 in which it is-.-pivoted on shaft 0. Driving means is furnished by motor (Z acting through reducing gearing 6 upon a toothed quadrant f on shaft 0. The quadrant may be keyed to the shaft, thereby making the movement of thegate rigid therewith: but We prefer to provide some resiliency. We therefore merely sleeve the quadrant on the shaft and provide it with an "arm 9, the end of which is confined between two equalizing springs h carried by the gate. Springs h are suffiQ ciently stifi' to carry the gate when arm is turned, but allow some elasticity of movement in starting and stopping.

The electrical arrangement for controlling the motor at is as follows: Wires 1 and 2 lead. from a battery z to an electro-magnet j.

A toothed quadrant 7a is pivoted so as to be ing springs Z. The toothed arc of the quadrant is in mesh with the toothed portion of a drum. m, shown more particularly in Figs.

.from each other. Strips 'n and n are so arranged that when drum m is turned in'one direction fingers p will contact with strips 11., three with each strip, and when turned in the other direction fingers p will similarly contact with strips n, three with each strip. Cross connections between fingers p and p are made by wires 11, 12, 13, 14, 15 as shown in Fig. 4. The remaining'two unconnected fingers p and p are connected respectively by lines 6 and 7 with two switches 7', s, the other poles of which lead Boy the common wire 5 to a motor battery 9. The other lead from this battery is wired .by line 4 to connect with the finger p carrying connection 11, at the opposite end of drum m.

The four intermediate fingers p are wired as follows: The two outer ones, next to lines 4 and 6, are connected by wires 8 through the commutator of motor (1. The two inner fingers 12 remaining, are connected by wires 9 and 10 with the field winding of the motor.

By thisarrangement, when drum m is turned, as by energizing magnet 7', so that strips 1?. connect fingers p, three and three, andswitches r and s are closed, current from battery 9 will circulate through lines 4 and 7 and will turn the motor in one direction, the circuit being as follows: from battery by lead 4 to finger 3), connection 11, down fin-' ger p, strip n, up the next finger 12, wires 12 8 through commutator, to a finger 10, wire 15 to a finger 1), down to strip n, up

final finger p to line 7, to switch 8, line 5 back to battery 9. .This energizes the armatu-re. At the same time the current passing along line 11 and down the first finger p to strip 41. also oes up third'finger p, crosses over wire 14, ine 9, through the field of the motor, back by line 10, wire 13 to finger p,

of second trio, down to strip 91. and up to connect with line 7 again, which energizes the field to turn the motor in one direction, arranged in this case to lower the gate.

In order to raise the gate, the motor must be run in the opposite direction, which is accomplished by turning drum 2n the opposite way, so that strips n' underlie the ends of.fingers p and connect them electrically, three and three, in asimilar manner.

The circuit is now as follows: battery q, line 4, down first finger p, strip 41', up second finger [2, line 8 through commutator of motor, fingers p and line 6, to switch 1- and line 5 to battery again. It will be noticed this circuit through the commutator is in the same direction as was described above for lowering the gate.

The circuit for the field is from line 4, fingers 19, line 10, through field and back by line 9 to fingers p and line 6, leading in the opposite direction through the field from that described in the former case, and therefore revolving the motor in the opposite direction.

In fewer words this means that with switch 8 closed and quadrant k turned (say) to the right, current will be sent through the motor to turn it in the direction to lower thev gate, and with switch 1' closed and quadrant lc turned (say) to the left, the vmotor will be turned in the opposite direction and the gate raised again.

Switches r and s are spring-held normally in closed position, and are operated to open by connecting arms 1", s which project into the path of quadrant f, one on either side.

The arrangement is such that just as the gate is about to reach its lower position, quadrant f trips arm 8 to open switch 8. This breaks the circuit through lines 4 and 7, which was maintained in lowering the gate, and the motor is stopped.

Similarly, on the other side of shaft 0, just as the gate is fully raised, the other end of quadrant .f strikes arm 7" and opens switch 1*, which stops the motor by breaking the circuit through lines 4 and 6, which was maintained in raising the gate.

We have described how current is supplied by lines 1 and 2 to magnet j for turnquadrant in the opposite direction, wired for operation as follows:

Line 1 leads directly from battery i'to the winding on magnet t, as it does to that on magnet j. The other end of the winding on magnet t leads by line 3 through a spring closed switch u to another spring closed switch a, and thence down and connects into line 2. Thus when switches u and o are closed current passes through the winding and energizes ma net t, and quadrant k is turned, to the le t, rotating the motor in the direction to raise the gate.

Switch u isin juxtaposltion with magnet y, so that when the magnet is energized to lower the gate it opens this switch. Switch '1) isarranged to be operable by the same means as switch 1", so that when current is flowing through line 3 and the gate is rislng, just as it reaches its upper position arm 1" will be tripped to open switch 12 and break this circuit, thereby stopping the motor.

A relay w is placed in line 2, above the connectionswith line'3, so that normally line 2 is open at this point. Relay 'w is operable to close line 2 by a circuit carried by wires 16, 17 leading from the winding in the relay to the two rails m, y of the track. One of these wires, 17, passes through a low voltage battery z for supplying the current for therelay.

Th rails of the track, bothsides of the connections with wires 16, 17, are insulated from the rest of the track, as indicated in Fig. 1 at 18 and 19. These points of insulation are, of course, situated far enough from the crossing, in both directions, to allow suflicient time for the gates a to close before the fastest approaching train can reach said crossing.

In actual operation the mechanism works as follows; Gate a is standing vertically open, in which position quadrant f is holding open switches r and c, and relay w is open. Now a train approaches on rails w, y, from either direction and crosses either point 18 or 19 onto the active section of track. At once the circuit 1617 is closed across rails m, y, and relay 'w closes the break in line 2. Current from battery '5 energizes electro-magnet j which turns quadrant lc to revolve the motor to lower the gates, the connection in line 3. Now the gate begins'to descend and the first movement carries quadrant f away from arm 1' switches r and v are allowed to close. These do nothing at once, however, as line, 3 is also broken at switch u, and line 6 is broken at drum m, because contacts n are not at this time connecting fingers 1).

Therefore, the gate continues to descend according to the gearing and speed of the motor, being counterweighted as is usual in this form of railroad gates, to equalize the power necessary to lower and raise-them.

Just as the 'gate'reaches its closed horizontal. position, quadrant f trips arm 8, as it is shown ready to do in Fig. 1. This opens switch 8 and breaks the circuit through 5-7, and the motor stops.

The train passes the crossing and continues on its way toward the opposite terminal of the active section of track 18-19. When the last wheel of the train passes this point, the connection between the rails is broken and relay'w springs open, breaking the circuit in line 2. This deenergizes magnet j and switch to closes the circuit in line-3. Thusmagnet t is energized, turns quadrant k to the left, and the motor begins to revolve in the opposite direction, raising the ate. As it commences to rise, it allows switch 8 to close the circuit in 5-7. This has no effect at present as the finger 1) line 7 connects with is not in contact with strip n. Therefore, the gate continues to rise until quadrant f trips arm 7* and opens switches r and '0. Switch 1' and also acts upon switch u to break and.

breaks the circuit in 6-5 which stops the motor and the gate comes to rest in its open position. Equalizing springs Z returnquadrant k to central position and all-circuits are broken and remaln so until the next operation.

In case, for any reason, the crossing tender wishes to raise the gate while a train is on the active section of the track, we provide a key switch at 20.. By" inserting key and turning this switch, he opens the circuit in 1617. This de-nergizes magnet j and allows switch u to close the circuit in line 3, which, as previously described, starts the motor to raise the gate.

After a train has passed over the active,

section of the track and the gate has comupon that section, it would at once close relay to and reverse the rotation of the motor bringing down' the gate again from whatever position it had attained.

Any number of tracks may be thus guarded at a crossing, lines 16, 17 being connected one to each rail of each track and lLIgSHEStlOIIS being placed in each track at It will be understood that other mechanical connections may be employed between the motor and the gate, beside the gearing shown, without departing from the spirit of our invention.

Having now fully described our invention, what we claim and desire to protect by Lette-rs Patent is swinging gate, an electric motor, driving connections between the motor and the gate, a source of electric power, an electric circuit including the motor and source of power, switches in said circuit opened by the gate itself in either of its extreme positions, a reversing switch in said circuit, electric connections between each side of the reversing switch and one of the first named switches whereby the motor is rotated in opposite directions by operating the reversing switch to one side or the other, together with a second electric circuit, for operating the reversing switch controlled by a train upon the track.

2. In an automatic railroad safety gate, in combination with a trackand a swinging gate, a motor, driving connections between the motor and the gate, a normally open reversing switch, an electric circuit, connections between the reversing switch and one pole of said circuit, connections from the other pole of said. circuit to each side of the reversing switch, each leading through the motor but in opposite directions, a switch in each of said last named connections,

each opened by the gate itself in one of its circuit for actuating thereversing switch and means for shunting said second circuit the other of sald reversing pole of said circuit, connections from the other pole of said circuit to each side of the reversing switch, both leading through the motor "but in opposite directions, a switch in each of said last named connections, each opened by the gate itself in one of its extreme positions, magnets on either side of the reversing. switch, a second circuit embracing each of said magnets separately, a switch 'in the line to one'of said magnets operated by the energizing of. the other magnet, a switch in the line to the last named magnet, and a third circuit for operating last named switch, controlled by the passage of a train on the track.

4. In an automatic railroad safety gate, in combination with a railroad track, a swinging gate, an electric motor, and operative connections between the motor and the gate, of a motor controller, electro-magne'ts tending to actuate the controller in opposite directions and thereby close the cir-.,

cuit through the motor in opposite directions, a switch operable by one magnet to break the circuit through the other magnet, an electric circuit including the tracks and adapted, when the circuit is closed across the track rails, to be closed through one magnet, thereby operating said switch to open the circuit through the other magnet and actuate said controller to close the circuit through the motor inone direction, and an electric circuit, including the track rails, adapted when opened to open the circuit through the first magnet and allow said switch to close the circuit through the Second magnet, thereby operating said controller to close the circuit through the motor in the other direction.

5. In an automatic railroad safety gate, in combination with a railroad track, a swinging gate, an electric motor, and operative connections between the motor and the gate, of a motor controller, lectro-inagnets tending to actuate the controller in opposite directions and thereby close the circuit through the motor in opposite directions, a switch operable by one magnet to break the circuit through the other magnet, an electric circuit 'including the tracks and adapted, when the circuit is closed across the track rails, to be closed through one'magnet, thereby operating said switch to open the circuit throughthe other magnet and actuate said controller to close the circuit through the motor in one direction, and an electric circuit, including the track rails, adapted when opened to open the circuit through the first magnet and allow said switch to close the circuit through; the second magnet,

thereby operating said controller to close the circuit through the motor in the other direction, and switches operable by the gate as it reaches'it-s opposite positions to open the circuit to the motor.

6. In an automatic railroad safety gate, in combination with a railroad track, a

swinging gate, an electric motor, and oper ative connections between the motor and the gate, of a motor controller, electro-magnets tending to actuate the controller in opposite directions and thereby close the circuit through the motor in opposite directions, a switch operable by one magnet to break the circuit through the other magnet, an electric circuit including the tracks and adapted,

' when the circuit is closed across the track rails, to be closed through one magnet, thereby operating said switch to open the circuit through the other magnet and actuate said cont-roller to close the circuit through the motor in one direction, and an electric circuit, including the track rails, adapted when opened'tonpen the circuit throughthe first magnet and allow said switch to close the circuitthrough the second magnet, thereby operating said controller to close 'the circuit through the motor in the other direction, and three switches, one of which is op era'ble by the gate as it'reaches one extreme position to open the motor circuit, the second of which is'operable by the gate as it reaches its opposite position to open the motor circuit, and the third of which is operable'by the gate when it reaches one of its extreme positions to open the circuit through one of the magnets.

In testimony of which invention, we have hereunto set our hands, at Philadelphia, Penna, on this 30th dayof October, 1917.

WALTER F. SCHLICHTER. ARCHER KEIM. 

